Carbureter.



H. H. FREY.

CARBUHETER.

APPLICATION min lune 1s. 191|.

Patented July 30, 1918.

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H. H. FREY.

CARBURETER.

APPLICATION r|Lo|un1s.l9n.

1 ,274,256. Patented July 30, 1918.

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H. H. FREY.

CARBURUER.

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HERBERT H. FREY, OF CHICAGO, ILLINOIS, ASSIGNOR TO STROMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A. CORPORATION F ILLINOIS.

CARBURETER.

Application filed .Tune 16, 1911.

T0 all 'whom it may concern.'

Be it known that l, HERBERT H. FREY, a citizen ot' the United States, residing at Chicago, in the county of Cook and State et lllinois, have invented certain new and useful Improvements in Carbureters, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying. drawings, forming a part of this specification.

My invention relates to charge-forming devices for internal combustion engines and its primary object is to provide an improved carbureter which adjusts itself automatically in accordance with the demand which the engine, with which it is associated, makes upon it.

lThe various features of my invention are embodied in the device'illustrated in the accompanying drawings and I shall describe this device with particularity so that those skilled in the art may acquaint themselves with my teachings.

In these drawings,

Figure l is a plan View of the carbureter referred to, a float chamber being associated therewith;

Fig. 2 is a side elevational view thereof, parts being removed and broken away so as to clearly reveal the construction;

Fig. 3 is an end elevational view of the carburetor, the float chamber being removed;

Fig. 1 is a cross-sectional View taken on the plane. of the line 1 4 of Fig. 1 and looking in the direction indicated by the arrows;

Fig. 5 is a longitudinal sectional view taken on the plane of the line 5-5 of Fig. 1 and looking in the direction indicated by the arrows, the float chamber being removed; and

Fig. 6 is an axial sectional view through one of the fuel inlets.

Like reference characters are applied to the same parts throughout the various figures.

The main framework of the carburetor itsell" is in the form of a generally cylindrical body 10 which provides a carbureting chamber 11, a sensitive piston cylinder 12, and a valve piston cylinder 13, the cylinders extending in opposite directions from the earbureting chamber and being in axial alinement therewith and with each other. The carbureting chamber 11 has the upwardly Specification of Letters Patent.

Patented July 30, 1918.

Serial No. 633,492.

extending outlet pipe llt which is provided with a flange 15 to facilitate its attaclnnent to the piping which leads to the engine. A rock shaft 1G extends diametrically across the outlet pipe 14, being mounted in bearings 17, 17 cast integral with the piping, and carries the throttle valve 1S which is secured thereon in any desired position by means ot' a set screw 19. The shaft 16, as

illustrated in Figs. land 2. extends beyond one of the bearings 17 and is there provided with an operating lever 20 rigidly mounted thereon. This operating lever is connected by means of suitable linkages with actuating mechanism conveniently located on the dash of an automobile, if the engine with which the carbureter is associated is employed as a car motor. Lugs 21, 21 extend from the lever casting 20 in a manner to form va fork offset from the lever itself and, on respectively opposite sides of a stud 22 extending fromfthe outlet pipe, the lugs are provided with abutment screws 23, 23 which are disposed'to engage the lug 22, as illustrated in Fig. 1, and which are locked in place by means ot' set screws 24, 24. The object ot' this arrangement is to limit the oscillatory movement of the throttle valve and to make this limiting mechanism adjustable so that. various conditions may be suited.

The sensitive piston cylinder 12 is separated from the carbureting chamber 11 by means of a wall 25 which has the apertures 26, 2G providing for pneumatic connection between the carbureting chamber and this cylinder. The wall 25 carries an elongated boss 27 which has a longitudinal bore in axial alinement with the cylinders 12 and 1 3. A. rod 28 is mounted to slide with a bearing lit in this boss as best illustrated in Fig. 5, this rod being of such length that it extendsl into both cylinders 12 and 13. lVithin the cylinder 12 the rod 2S is provided with a piston disk 29, mounted upon a reduced end portion of the rod and secured against the shoulder 30 thereon by means ot' a nut 31 screwed upon this reduced end. This piston disk fits approximately in the cylinder 12 and it has been found desirable. although not necessary, to present y more peripheral disk surface to the inside surface ol the cylinder than would ordinarily be the case with a very light disk. l. therefore make this disk in the form of a dished plate, the annular flange 32 providing for the effective increase in piston thickness. I note here that there need not be a tight bearing iit between the disk 29 and the inside surface of the cylinder. A slight leakage would be negligible for I have found that even then the piston responds to the effect of the engine piston. This, however, will be pointed out more fully later.

At the other end of the rod 28, in the cylinder 13, I rovide a second piston disk 33, similar in form to the piston disk 29 but correspondingly smaller, secured against the shoulder 34 on the rod by means of a nut 35 screwed upon the reduced end. In order to distinguish conveniently between the two piston disks I shall refelgto the disk 29 as tliesensitive piston since it responds to the. suction in the associated carbureting chainber, and to the disk 33 as the valve piston because it controls the air and fuel inlets. It will be seen from the drawings that the cylinder 13 is supplemented by a box 36 which is substituted for substantially onequarter of the peripheral area of the cylinder. The interior of this box connects directly with the interior of the cylinder 13 in this way, and is also exposed directly to the atmosphere as indicated at 37. This is the air inlet for the carbureter. It will be seen that there is a considerable space between the periphery of the valve piston 33 and the inside surface of the cylinder 13. A shell or sleeve 38 occupies this space, fitting snugly within the cylinder extending the entire length thereof as clearly shown in Fig. 5. The sleeve 38 carries the head 39, which closes the end of the cylinder 13, and the sleeve is provided with an openin 40 through which the interior of the cylinder 13 and the interior of the box 36 are in communication. The sleeve is held against withdrawal by means 0f the head ofla screw 39a which is set into the carbureter frame and which when driven as far as possible will not clamp the head tightly. It will also be noted that the disk 33 need not fit within the sleeve 38 with a tight bearing fit but that a loose fit is suiiicient. It will be noted that the only bearing fit, so faias the sliding element is concerned, is that with which the rod 28 sets in the boss 27 and it will be seen that this boss is elongated so that a considerable bearing surface, and consequently easy 0peratioii, may be had.

The opening 40 in the sleeve 38 is approximately the same size as the Opening between the box 36 and the cylinder 13 but it will be apparent that if the sleeve is turned it acts as a valve to cut down this opening as illustrated in Figs. 2 and 4. The head 39 carries a lng '41 which is connected, by means ofv suitable linkages. with actuating mechanism on the dash of an automobile if the carbureter is employed in this way. The driverv may vary at will the size of the air inlet to the carbureting chamber within ample range and may make adjustment to'any desired deree. g J ust below the box 36 the carbureter frame is provided with a downward extension 42 and this extension is provided with a pocket 43 in which the fuel nozzle block 44 is held. This nozzle block is conveniently held in place by means of a cover plate 4 5 secured over the pocket 43 by means of screws 46, 46, thus forming a well with which the fuel supply has communication as will be pointed out presently. The fuel nozzle block 44 is shown in detail in Figs. 2, 4 and 6 where it will be seen that it is a simple prismatic member having a plurality of vertical passageways 47, 47 -which lead upwardly from the bottom and nearly through at the top. These passageways are arranged in a plane parallel with the axis of the cylinders and the are each provided with a side outlet 48 which is exposed to the inside ofthe cylinder 13 at the edge of the inlet opening thereto. Thus, there is a series of fuel nozzles disposed v.in a line at the air inlet so that the air passing by may draw fuel therefrom by suction, as will be described more fully later. The side outlets 48, 48 are restricted by means of a plate 49 which is secured in any suitable manner to the face of the nozzle block over these outlets. At cach outlet this plate is depressed inwardly, as best shown in Fig. 6, and at the apex of the depression is provided with a small aperture 50. These small apertures form the fuel nozzles and, as a matter of convenient construction, the plate 49 forms a shoulder which rests upon the edge of the cylinder 13 to support the nozzle block above the bottom of the pocket 43, all as illustrated in Fig. 4. It will now be seen that the piston 33 may move parallel to and closely along the line of the fuel nozzles and that such operation simultaneously controls the air inlet as will be pointed out more fully when'the operation is described. The cylinder12 is closed by a cap 12a. A light helical spring 26? is disposed between the sensitive piston 32 and the wall 25 and tends to keep the sensitive piston at its left hand position (Fig. 5). The normal position is determined by an adjusting screw 31a carried in the cap 12a and locked by means of a nut 32a. The cover 12a has an aperture 12b which is there for a purpose which will be described later( y The downward extension 42 is provided, on the side opposite to that carrying the cover plate 45, with a boss or extension 51 to which a shelf 52 is secured by means of screws 53. This shelf supports the cylindrical glass shell 53', covered by a cap 54, the shelf and the 'shell and the cap forming an oil receptacle. The shelf has a central opening which is surrounded on the under side by a flange 55 and a fuel inlet piece 56 is secured to this flange by means of a coupling 57. In its central position, the shelf supports a valve disk a8, the central portion of which is in the form of a boss extending down through the opening and held in place by means of a nut 59. The valve disk has the central passageway 60 which thus connects with the source of fuel, this central passageway, as shown in the drawings, being countersunk to form a beveled valve seat. Extending upwardly from the valve disk 58, concentric with the passage way 60, is a sleeve 61, which is screwthreaded at the top so that it may engage by that means in a central opening in the cover 54 and so hold the cover in place. A, stem 62 is disposed in this sleeve and is provided at the bottom thereof with a pocket in which a valve spindle 63 is hung upon a pin 64. The valve oint 65 is adapted to engage the seat in t iis valve disk 58 so as to control the passageway 60.

The lower end of the sleeve 61 has the diametrically opposite slots 66 and 67 across which the pins 68, 68 are disposed and upon these pins the foot-shaped levers 69, 69 are mounted, the toes 70, 70 of these levers being arranged to engage the lower end of the stem 62, as clearly shown in Fig. 4. An annular float 71 encircles the sleeve 61 and is loosely disposed relatively thereto so that' it may rise and fall with the level of the oil in the float chamber. The main portions of the levers 69, 69 engage the under side of this float and it is clear that the Weight of this float will cause the main portions of these levers to move downwardly while the toes thereof will move upward and raise the stem 62 against the tension of the helical spring 72 which is disposed inside the sleeve 61 around the stem 62 between a shoulder 73 on the stem. and the inside of a cap 74 which screws down over the outside of the sleeve. It will be apparent that since the oil enters throufrh the passageway 60 the float 7l will e accordingly raised and because of such operation the spring 7 2 will force the valve head 65 down to close the )assageway 60 to a greater or less extent. I1`he float chamber is connected with the well 43 by means of a passageway 75, through the shelf. As the oil in the float chamber, the iassageway 7 5, and associated passageways, eeomes depleted, the float 7l will gradually lower and allow more oil to enter through the passageway 60 and thus a constant supply of oil is maintained. It is apparent that the tension of the spring 72 may be adjusted by screwing the cap 74 down upon the stem 62 to a greater or less extent, and in order to lock the cap 74 in any adjusted position l provide series of vertical grooves 76, 7 6 therein. Associated with these grooves is a plunger 77 which is disposed in a screw 78 suitably mounted in a boss 79 on the cover 54, the helical spring 8() being provided to maintain the plunger in engagement with one of the grooves. The plunger has a rounded head so that the cap may be turned wit-hout any particular unlocking, but it is clear that the plunger will hold the ca in position against being jarred out of p ace or against anyy accidental movement. The stem 62 passes out beyond the cap 74 through a boss 8l thereon. and the stem has secured at its upper end a secondary cap 83 which extends over the end of the primary cap so as to secure a dust-proof arrangement. If particles carried in the oil should become lodged in the valve seat at the passageway (30 and should thus interfere with the operation of the valve and the parts associated therewith, the cap 83 may be grasped manually and raised against the tension ot' the helical spring 7 2 so as to work the valve head and thus clean the arrangement at that point.

It will now be understood, referring to Figs. 2 and that the space on the right side of the valve piston 33 is dead space, since it does not lead anywhere, while the space on the left side of this piston is live since it leads to the mixing chamber and thence to the engine. Therefore, the amount of air which is supplied to the carbureter is increased as the valve piston moves to the right. It is highly important that it is only those fuel nozzles which are exposed to the live space that will respond by feeding fuel, this slnce the draft is only at the live Space and since the required suction is created alone by this draft. Thus, as the valve piston 33 moves to the right, not only is the air inlet increased, but the number of active fuel inlets is increased. In other words, as the piston valve moves to the right more fuel inlets are brought into play and siniultaneously the volume of air athnitted is increased.

It will be seen, from Fig. 4, that', as the sleeve 38 is turned in the direction of the arrow a, by the actuation of the lever 41, the size et the air inlet can he varied without any variation in the number of effective fuel jets. In this way the proportion between the. fuel and air may be regulated and it is clear that, with the sleeve 38 once set as has been described, substantially the same proportion between the air and fuel will exist regardless of the amount of combustible mixtuxe which is produced. Whether this proportion remains exactly the saine or whether it changes automatically as the amount of mixture produced varies, depends upon the distribution of the fuel inlets along the line of action.

The normal position of the valve mechanisln is the starting position and I find that it is desirable to have but one or two of the fuel jets in operation at this time.

Manipulation of the screw 31a, against which the movable element abuts, may bring the valve piston 33 in any desired position and in Fig. 2 I have shown. the normal position as beingthat in which but one of the fuel jets is capable of active operation. The operator, under such conditions, would bring down the sleeve 38 so as to cut down the air inlet and create a tremendously strong draft with a small amount of alr so that a very rich mixture would be secured. As the engine speeded up the suction would be increased and the sensitive piston 29 will respond so as to move the valve piston 33 to the right to bring more of the fuel inlets into play, and, at the same tim'e, toincrease the air supply, all as hasbeen pointed out.

Structurally, it will be seen that the device of my inventionY is simple and that it can be manufactured conveniently and economically. There are few parts and these parts are all readily accessible. The slight annular spaces surrounding the piston are negligible and it is clear that therefore there is no requirement as to fine finish in this respect. Ihe cover plate 45 is provided with a boss and with an opening in alinement with the opening in the opposite boss, this opening being normally closed by a cover piece 45a. If it is found to be more desirable as a matter of arrangement, the float chamber can be put on that side of the carbureter and the cover piece can be applied to the boss 51.

The form of the fuel nozzles which I have described is important. Since the nozzle aperture is in 4the apex of .a depression rather than `a protuberance, the fuel which rises up from the well 43 in response to the suction is not guided smoothly to and spurted from the aperture but is agitated and broken up so as to atomize to a considerable extent. In this way volatilization is assisted and the efficiency of `the carburcter is further increased.

I claim as new and desire to secureby Letters Patent:

1. In a carbureter, in combination, a chamber having an air inlet, a plurality of fuel inlets disposed in said air inlet, a valve in said chamber for increasing or decrease ing the size of said air inlet and simultaneously progressively respectively uncovering or covering said fuel inlets, and an angularly movable valve member for varying the size of the air inlet.

2. In a carbureter, in combination, a cylinder having a wall at each end, a bearing carried by one of said walls, a rod slidably mounted in said bearing, a piston carried by said rod in said cylinder, resilient means tending to-maintain said piston at one extremity of its movement, oneof said walls having openings pneumatically exposing one side of the piston to suction and the other wall having a restricted opening exposing the other side of the piston to the atmosphere so as to secure a dash pot action, a second chamber in axial alinement with said first named chamber, said second chamber having an air inlet and a plurality of fuel inlets connected therewith, and a valve carried by said rod for simultaneously varying the size of said air inlet and the number of active fuel inlets.

3. In a carbureter, in combination, a cylindrical chamber having an air inlet and a plurality of fuel inlets, a shell fitting snugly in said chamber, said shell having an opening for communication with said air inlet and being arranged to be turned angularly and manually in said chamber so as to form a valve for varying the effective size of the air inlet, and a sliding valve within the shell for varying the size of the air inlet and simultaneously varyin the number of active fuel inlets, said valve ference in pressures.

4. In a carbureter, in combination, a cylindrical chamber having an air inlet and a plurality of fuel inlets, a tube carried in said chamber, said tube having an opening for communication withy said` air inlet and being arranged to be moved angularly and manually in said chamber so as to form a valve for increasing or decreasing the efA fective size of the air inlet, and a recipro eating valve within the tube for varying the size ofthe air inlet'and to determine the number of active fuel inlets.

In witness whereof,.I hereunto subscribe my name this 12th day of June, 1911.

HERBERT H. FREY. Witnesses:

ARTHUR H. BOETTCHER,

ALBERT G. MCCALEB.

eing moved by a dif- 

